Rail anchor



Oct. 20, 1925. 1558 072 W. A. ANGUS RAIL ANCHOR Filed Dec. 1924 PatentedOct. 20, 1925.

UNITED STATES WILLIAM A. R. ANGUS, or WINNIPEG, MANITOBA, CANADA.

RAIL ANCHOR.

Application filed December 20, 1924. Serial No. 757,230.

To all whom it may concern:

Be it known that I, WILLIAM Annnnw Bonner ANoUs, subject of the King ofGreat Britain, resident of the city of lVinnipeg, in the Province ofManitoba, Canada, have invented certain new and useful Improvements inRail Anchors, of which the following is the specification.

The invention relates to improvements in rail anchors and an object ofthe invention is to provide an anchor which will prevent a track railfrom creeping on the tie, or the tie from moving in respect to the rail.

A further object of the invention is to provide a one piece anchor whichcan be readily placed on the rail and which co1n prises a pair of railgripping jaws, a fulcrun'i point and a tie engaging extension, the partsbeing designed so that the jaws will bite into the rail base upon. theanchor being struck endwise in one direction.

A further object of the invention is to construct the anchor so that anyattempt of the rail to end-shift will cause the jaws to bite more deeplyinto the rail base to arrest the end movement thereof.

With the above more important and otherninor objects in View which willbecome more apparent as the description proceeds, the invention consistsessentially in the arrangement and construction of parts hereinaftermore particularly described, reference being had to the accompanyingdrawing in which:

Fig. 1 is a side view of the anchor in working position on the rail, therail being shown in vertical section.

F 2 is a plan view of the applied anchor.

Fig. 3 is an end view thereof.

F 1 is a perspective view.

in the drawing like characters of reference indicate corresponding partsin the several figures.

The track rail is of ordinary construction presenting a head 1, web 2and base 3. The rail rests on the customary tie 4 being fastcned theretoby the customary spikes (not shown). From actual experience it is foundthat the constant movement of traific produces a loosening of thespikes, a creeping of the rails on the ties and very often a movement ofthe tie in respect to the rail.

As a general rule the rail in creeping moves in the direction oftrafiic. In some cases, however, such as in single tracks with traiiicin both directions, the rail will creep in the direction of the heaviesttraflic.

My anchor shortly described, is placed on the rail with due regard tothe conditions met with, its object being to prevent creeping in thedirection which it occurs.

The anchor comprises the parts hereinafter described, and it is formedfrom a single piece of comparatively heavy gauge metal.

The body 5 of the anchor is comparatively small and rectangular and itis fitted at the upper outer corner with a rail gripping aw 6, the beinghorizontally disposed and directed towards the base of the rail and beincarried by a comparatively short neck '1'. A horizontal slot 8 appearsbetween the underside of the jaw and the upper edge of the body plate,which slot receives one edge of the rail base. The jaw is substantiallyrectangular in vertical section and it is deflected in the direction oftraffic. The inner end of the jaw is substantially vertical so that itpresents a sharp biting edge and biting corners 9 adjoining the railbase.

The lower edge of the body plate is laterally deflected as indicated at10 in the di rection of traliic and the laterally deflected portion iscontinuous with the vertically disposed extension 11 which presents acomparatively large bearing face 12 engageable with the face of the tie.

The upper inner corner of the body plate 5 is provided with anintegrally formed, downwardly inclining shank 13 contained in the samevertical plane as the body plate and the end of the shank terminates ina hooked jaw 14:, the inner end of which is adapted to engage theopposite side of the,

rail base to that engaged by the jaw (3.

The inner end of the jaw 1 1 is vertically disposed and it also presentsa biting edge and corners 15 engageable with the rail base. The loop 16within the hooked jaw gives ample clearance space between the shank, thejaw 1aand the rail and when the anchor is fastened to the rail, it onlycontacts with the rail at three points, these three points being theinner tip or corner 15 of the jaw 14,-, the inner tip or corner 9 of thejaw 6 and an under contacting fulcrum point 17 formed at the juncture ofthe shank with the body plate.

\Vhen the anchor is to be applied to the rail, the right hand end of theanchor, as shown, is passed underneath the rail base from the left handside of the rail base and it is then pulled to the right as far as theloop 16 will permit and at the smile time rocked upwardly. The inner endof the and the inner end of the jaw (i is free of the rail base. Onethen laterally shifts the anchor to bring the plate 11 into contaat withthe adjacent face of the tie and whilst holding the anchor in thisposition shifts bodil and'endwise to the left which causes the jaw 6 tocome in contact with the inclining face of the rail base as well as thejaw 14 to come in contact with the opposite side of'the rail base.Having so primarily set the anchor, one drives it endwise in tire samedirection with a sledge and this causes the anchor tobite the railheavily. It is here explained that the anchor is designed such that thevertical distance between the point 17 and an-imaginary straight lineconnecting the gripping points of the jaws 9 and 15 is less than theaverage thickness of the rail base at the final points of gripping ofthe jaws. \Vhenthe initially applied anchor is driven endwise on therail base, there is a bursting pressure exerted by the rail base on theanchor at the points 17, i5 and 9; such resulting-from the fact that thevertical distance between the point 1.? and the imaginary line aforesaidconnecting the points 15 and 9 is gradually. being increased. The harderthe anchor is driven to the left, the harder the points 15, 9 and 17engage with the rail base.

The action of the device once applied is obviously to prevent anycreeping of the rail. in one direction. Inthepresent instance, thedirection of creeping is considered as away from' the-observer Figure l,with the result that any tendency for the rail to move in that directionis counteracted by the extension 11 in contact with the tie.

I might also pointout that the pushing back pressure of the tie againstthe extenaw 1a is then quite close to the rail web.

1. A. one-piece anchor j'iresenting a vertically disposed body platehavingthe lower end thereof terminating in an offset pres sure plate, ajaw formed at the upper edge of the body plat an inclining shank e:-:tending laterally from the body plate and a jaw formed at the free endof the shank, the latter jaw being contained in the same vertical planeas the body plate.

2. it one-piece rail anchor. presenting a vertically disposed body.plate having the lower end thereof terminating in an offset pressureplate, a vertically extending, angularly deflect-ed jaw formed at theupper edge of the body plate, an inclining-shank extending,laterallyfrom the body plate and a jaw formed at the free end of the shank, thelatter jaw being contained in the same vertical plane as the body plate.

A. rail anchor comprising a vertically disposed'plate having anintermediate fulcrum point for engagement with the underside of the railbase and terminal gripping jaws engageable with the upper faces of therail be deflected in respect to the rail and in the direction ofpredominating tranic and said plate having further a downwardly ex--tending laterally offset tie engaging extension, the oliset being alsoin the direction of predominating traffic.

4. A rail anchor comprising a. vertically disposed body plate situatedunderneath one side of the rail and presenting a fulcrum pointcontacting with the underside of therail base and provided with an upstanding gripping jaw engaging the edge of thera-il base and extendingangularly in respect to the rail and provided further with a downwardlyextending laterally offset tie engaging extension, the offset and thejaw,- both being turned in the direction of predominating traffic andbeing provided further with a downwardly incliningshanl: underlying andclear of the rail base and terminating in a hookedjaw engaging theopposheside of the rail base, the hooked jaw being contained in the sameplane as the body plate.

Signed at lVinnipeg, this 21st day of November, 1924.

WILLIAM A. R. ANG TS.

0, one of s id jaws being angularly.

